beautiful thats what i wanted to hear, i actually know a guy that will make a series 2 bluey elec dizzy fit an a-series, i still have to go pick one up off him for my rc but ill get him to make another one for the turb engine and go pay perfomance ignitions a visit

cheers dude

Hey 1200rc, If your looking for an igniton place, go and see the guys at Performance Igintons in Ringwood. I have a Turboed 1400 that I have been driving now for three years and have always had low down drive (low revs) problems. I was put on to them by a work friend of my Dad's and they made up a new electronic dizzy for me. It was out of a 200b I think and I go it from Datspares in Clayton for $100 with coil and module. They then machined it to fit the 1400 block and used a standard 1200 dizzy drive gear I supplied. It was then remapped and all I had to do was put it in, wire it up, set timing to 10 degrees and drive happily ever after. Their work cost me around $230ish and I have never had any problems since. I just drive it like any normal standard car. Mine is draw through carbi and in the past bogged down off the line all the time unless you gave it a hard time, but now it pulls away at around 1500-1800 revs. Give them a call and they will tell you what to get from a wrecker to help cut your costs down but its well worth the effort.

i got the motor sitting on the engine mounts bout 1/2 hour ago

i hacked up the front of the car for the intercooler, and as always found i cut more than i needed to but oh well ill get a bit more airflow

so now i just gotta hook everything up and install all the piping, put in fuel pump and relocate battery, anyone wanna come help????

but, i bought an air pod from super cheap today, and half way home i see this sticker on the pack "not for turbocharged cars", why would that be?, im guessing i need to buy one of the $100-160 ones dont i???

oh, and another thing, ive heard mixed views on the fuel pump, do i need a pump with more pressure than the boost i will be running, i.e. 12 pound of fuel pressure for 10 pound boost?????????, i have heard i do, but also that i dont, i have a 5.5psi fuel pump and plan to run the boost at 6 and 10 psi, will my fuel pump do?, or which one should i get

cheers fellas

cant wait to hear my car whistling up

then, boooosh hehehe

good now im inspired to go out and work on it again, was falling asleep

Quote:

Haha, yeah...

1200rc here's some interesting reading if you're looking for some opinions on single and twin turbo setups.....although maybe it will just confuse and you shouldn't look!

twin turbo discussion

is it going to come on the mccr cruise 1200rc? i hope so. i need to check this out

I'm staying out of this one this time, remember last time Timo?

Exactly what I was gonna say Feral...

With two smaller turbo's, the turbo's are easier to spool up, but you are only using half the exhaust flow for each one.

Plus, with this setup (I'm assuming both turbo's are flowing into a single carby), will there be a lot of turbulence created when the two air flows meet each other...(if that makes any sense???).

Personally, I like the tried and true single turbo setups, but i'm all for experimenting. Good luck 1200rc!!!

Turbo selection is not only about the rotational inertia, (that is admittedly better with two smaller turbo's), but the turbo has to be able to operate within its designed efficiency range or you get surge or overspeeding at opposite ends of the spectrum.

"Probably the most popular notion of the advantages of two turbo's is reduced lag. This notion is generally hard to justify. Half the exhaust energy is put through two turbines, with inertia proportional to the ^2, and mass flow proportional to the ^3, is not necessarily conducive to producing less lag"
Corky Bell (Maximum boost pp34-35).

Let the debate begin

I finally got my injection ready for installation. I found a tap for the M14x1.5 air temp sensor, so I did that today. I also just received some intercooler piping/connectors today for the turbo. I've run into a few problems with the turbo however (IHI RHB5 from Subaru). The first is the exhaust flange I bought doesn't seem to be allowing the internal wastegate to open very much. How far is the wastegate flapper supposed to be able to open up? Second, the turbo does have a bit of play in the bearings...it'll hold up I think, but probably not for a long time, it hasn't contacted the turbine at all yet. The other two problems are, the exhaust manifold (I have none), and fuel outlet from the tank needs to be redone 1/2". If I had a stock A14/A15 exhaust manifold I could get that going cause my friend knows how to weld, but I have none! If anyone has a spare exhaust manifold let me know!!! I will need pictures of it to ensure it's the right style as well. Then there'll be two of us with injected turbo charged and intercooled A15's! The other thing that crossed my mind is the possibility that this turbo I have is gonna be too small and that I'll be overspeeding it at the 7000 rpm's my A15 likes so much. It's from a 86 Subaru GL10 (1.8L), but in my mind it seems like the 1.5" intake and outlets won't flow enough! I guess there's only one way to find out. The engine is ready for it though, I did a compression check today #1-140 #2-140 #3 132 #4-130, it's just begging for some dense Tokyo air to be FORCED down it's runners. This weekend I'm picking up some NISMO 1.5:1 ratio rockers ($200!), should get a few ponies from that. Good luck w/your turbo 1200rallycar!

-Andy

Quote:
Simple
Its all got to do with smaller second moment of Area.
Sorry 2nd moment of area = moment of inertia of object. the smaller the value the better. = faster spool up.

Take for example two rims of exact same weight. One is a big mother alloy 15" and the other is a stock 12" steelie.
Now which can you spin up to 1000rpm easiest (freely spining). Now remember they are the same weight.

Of course its the 12" steelie. This is because of the smaller radius.
Roational acceleration = w rev/s^2
Radius of rim = r

radial acceleration ar= w^2 * r

and good old Newton's law say's
F=Ma

you need more force to accelerate the 15" alloy.

Its a little more complicated than this, but that's the basis.

Now think of the tiurbo. Instead of one big turbo with a big radius you've got two smaller radius turbos, whose impellors (that 2 impellors) have the same mass of the big turbos.

Which one you pick now.

Hmm i'll take the two please and please tell Mr Turbo Lag to got get F#cked.